FUSELAGE DESIGN

OBJECTIVES:
1. To analyze the aerodynamic, structural, detectability, vulnerability and crash worthiness
consideration of a fuselage.
2. To design productive and maintainability fuselage.

PROCEDURES
1. Aerodynamic consideration includes the following analysis, fuselage lofting, pressure
analysis/CFD, fuselage contour with respect to the location of the engine and other
exposed variable parts (retractable parts)
2. Construction of main structures:
a. Selection of Materials to be used
b. Allocation of all main structures with consideration of the access connection of
engine support, wing spar tail section, landing gears and other major parts connected.
c. Analysis and decision making for strength to weight ratio.
3. Consideration of detectability
a. To the radar detectability
b. To the infrared detection
c. For visual citing
d. For other kinds of waves that may detect
4. Crash worthiness consideration
a. To design a major structure that would give safety features for any kind of payloads
inside the fuselage specially the passenger.
b. The interior structure or design (chairs, cabinets and all the materials inside) tendency
when the worst case scenario happened.
5. Vulnerability consideration:
a. The ability of the aircraft to sustain to any kind of failure that can continue its fly to
return to the base destination.
b. Aural signature/noise created by some parts of the aircraft and specially the engine
exhaust. This is done with respect to the rules and regulations of the authority.
6. Feasibility consideration
a. Identification of the specific materials
b. Availability of the materials
c. Cost analysis
d. Maintainability – access panel conclusion

1. Aerodynamic consideration includes the following analysis, fuselage lofting, pressure

analysis/CFD, fuselage contour with respect to the location of the engine and other
exposed variable parts (retractable parts).
 “Fuselage Lofting”

“Pressure Analysis/CFD”
“Fuselage Contour”
 2. Construction of main structures:
a. Selection of Materials to be used
b. Allocation of all main structures with consideration of the access connection of
engine support, wing spar tail section, landing gears and other major parts connected.
c. Analysis and decision making for strength to weight ratio.

Materials Used

a) Skin

Material Tensile Compressive Strength

Strength Strength to Weight
Ratio
_ MPa MPa kNm
kg
Stainless 200 250 63.1
Steel

Stainless steel, also known as inox steel or inox from French "inoxydable", is

a steel alloy with a minimum of 10.5%chromium content by mass.

Stainless steel does not readily corrode, rust or stain with water as ordinary steel does.
However, it is not fully stain-proof in low-oxygen, high-salinity, or poor air-circulation
environments. There are different grades and surface finishes of stainless steel to suit the
environment the alloy must endure. Stainless steel is used where both the properties of steel
and corrosion resistance are required.
Stainless steel differs from carbon steel by the amount of chromium present. Unprotected
carbon steel rusts readily when exposed to air and moisture. This iron oxide film (the rust) is
active and accelerates corrosion by forming more iron oxide; and, because of the greater volume
of the iron oxide, this tends to flake and fall away. Stainless steels contain sufficient chromium to
form a passive film of chromium oxide, which prevents further surface corrosion by blocking
oxygen diffusion to the steel surface and blocks corrosion from spreading into the metal's
internal structure. Due to the similar size of the steel and oxide ions, they bond very strongly and
remain attached to the surface.

b) Former and bulkheads

Bulkhead is a strong, heavy structural member that carries large concentrated loads such as
wing and landing gear attachments.
 Material Density Tensile Strength to
Strength Weight
Ratio
_ 𝒌𝒈/𝒎3 MPa kNm
kg
Aluminum 2780 480 172.6619
2024-T4

2024 aluminum alloy is an aluminum alloy, with copper as the primary alloying element.
It is used in applications requiring high strength to weight ratio, as well as good fatigue
resistance. It is weldable only through friction welding, and has average machinability.

Computation for Strength to Weight Ratio:

Given:
Density = 2780 𝑘𝑔/𝑚3
Tensile Strength = 80 MPa

Solution:
Tensile Strength
Strength to Weight Ratio =
Density
480 MPa
Strength to Weight Ratio =
2780 kg/m 3
Nm
Strength to Weight Ratio = 172661.87
kg
k Nm
Strength to Weight Ratio = 172.6619
kg

Strength to weight ratio compares the structure’s weight and the amount it can carry, also
known as self-support. Titanium, aluminum, magnesium and high strength steel alloys are
widely used in aerospace.

***PICTURES***

“Side view of formers with distsnces”

***PICTURES***
 c) Stringers and Longerons

Carries major fuselage loads to the wings which are typically I-or H-shaped extrusions
running fore and aft and attached to the skin. It also prevents fuselage bending. Stringers are also
distributed around the circumference of the fuselage for additional support.

Material Density Tensile Strength to

Strength Weight
Ratio
 _ 𝒌𝒈/𝒎𝟑 MPa kNm
kg
Aluminum 2780 480 172.6619
2024-T4

2024 aluminum alloy is an aluminum alloy, with copper as the primary alloying element.
It is used in applications requiring high strength to weight ratio, as well as good fatigue
resistance. It is weldable only through friction welding, and has average machinability.

Computation for Strength to Weight Ratio:

Given:
Density = 2780 𝑘𝑔/𝑚3
Tensile Strength = 80 MPa

Solution:
Tensile Strength
Strength to Weight Ratio =
Density
480 MPa
Strength to Weight Ratio =
2780 kg/m 3
Nm
Strength to Weight Ratio = 172661.87
kg
kNm
Strength to Weight Ratio = 172.6619
kg

Strength to weight ratio compares the structure’s weight and the amount it can carry, also
known as self-support. Titanium, aluminum, magnesium and high strength steel alloys are
widely used in aerospace.

***PICTURES***

“Side view of formers with distsnces”

***PICTURES***
d) Canopy

An aircraft canopy is the transparent enclosure over the cockpit of some types of aircraft.
An aircraft canopy provides a controlled and sometimes pressurized environment for the
aircraft's occupants, and allows for a greater field of view over a traditional flight deck. A
 canopy's shape is a compromise designed to minimize aerodynamic drag, while maximizing
visibility for pilots and other crewmembers.

Material Density Tensile Strength to

Strength Weight
Ratio
_ 𝒌𝒈/𝒎𝟑 MPa kNm
kg
Plexiglass 1190 80 67.2269

Poly(methyl methacrylate) (PMMA), also known as acrylic or acrylic glass as well as by

the trade names Plexiglas, Acrylite, Lucite, and Perspex among several others (see below), is a
transparent thermoplastic often used in sheet form as a lightweight or shatter-resistant alternative
to glass.

Computation for Strength to Weight Ratio:

Given: Density=1190𝑘𝑔/𝑚3
Tensile Strength = 80 MPa

Solution:
Tensile Strength
Strength to Weight Ratio =
Density
80000000 MPa
Strength to Weight Ratio =
1190 kg/ m 3
Nm
Strength to Weight Ratio = 67226.8906
kg
kNm
Strength to Weight Ratio = 67.2269
kg

***PICTURES***

“Sanovavić’s 180°-view window’s thickness is 0.080 inches”

***PICTURES***

Sanovavić’s 180°-view window’s thickness is 0.080 inches which meets the requirement of
0.060 inches or 0.080 inches for side windows as written in Aircraft Spruce, entitled Acrylic
Sheet.

e) Seats
 f) Battery

Rated Capacity
Model Voltage C1=1hr rate in Weight
ampere hours
Concorde Battery 12v 11 13 lb
RG-12LSA

The Concorde Battery RG-12LSA has been designed specifically for the Light Sport
Aviation market. The RG-12LSA is rugged, small and lightweight and delivers the high cranking
power demanded in the LSA world.
The RG-12LSA features Concorde's heavy 8mm terminal bolts and strong design. The RG
series (Recombinant Gas) is maintenance free, a sealed lead acid battery which can't spill at any
altitude or attitude and never needs water or electrolyte.

g) Powerplant

Model Type Weight Power Output

Four-cylinder air- 124.5 lb 100 hp (73.5 kW)
Rotax 912 ULS/S cooled
 horizontally
opposed piston
aircraft engine

The Rotax 912 is a normally aspirated, air- and water-cooled, horizontally opposed four-

cylinder, four-stroke, gear reduction-drive engine commonly used on certified aircraft, light sport
aircraft, ultralight aircraft and unmanned aerial vehicles. Rotax produced its 50,000th 912-series
engine in 2014.

3. Consideration of detectability
a. To the radar detectability
b. To the infrared detection
c. For visual citing
d. For other kinds of waves that may detect
 RADAR DETECTABILITY

Radar was originally developed to detect enemy aircraft during World War II, but
it is now widely used in modern aviation as a primary sensor. It works when radio waves
have been generated in the antenna, working as a transmitter, hurls them into the air in
front of it. The waves travel outward from the antenna at the speed of light until it hit
something then it will bounce back toward the antenna to give significant reflections that
will be displayed on the screen.

The designed aircraft, Sanovavic, is created from materials that reflect radio
waves which can easily be detected by the radar within its range. Therefore, it can be
both detected by monostatic radar and bistatic radar. Monostatic radar only uses the same
antenna for sending and receiving radio waves; however, Bistatic radar uses two different
antennas that are located at different location.

Infrared Detectability

All aircraft generate heat from their engines, frictional heating with the air and
even the body heat of the pilot. Thermal infra-red imaging works by detecting the
contrast between an aircraft and the cooler background. The designed aircraft, Sanovavić,
can easily be detected by infrared imaging but has limitations because most of infrared
detection doesn’t have a great range in most conditions.

***PICTURES***
 PICTURE of heat in SANOVAVIC

***PICTURES***

Visual Citing

Visual detection of aircraft by human observers is an important element of

aviation safety. The human eyeball can be able to predict the visibility of an aircraft of
specified size, shape, distance, and coloration. Sanovavić can be easily detected by the
naked eye because of its coloration configuration.

***PICTURES***

Isometric Sanovavic

***PICTURES***

4. Crash worthiness consideration

a. To design a major structure that would give safety features for any kind of payloads
inside the fuselage specially the passenger.
b. The interior structure or design (chairs, cabinets and all the materials inside) tendency
when the worst case scenario happened.

Crash Worthiness Consideration

Sanovavic is designed to promote safety and comfort for the passengers in order to meet
the existing design standards. These standards define the operating limitations of the aircraft
structures. The main objective is to protect the passengers from damage.

Safety in designing the major structures

1. Sanovavic is a pusher-type aircraft. Placing the cockpit forward of the wing to balance
the weight of the engine aft improves visibility for the crew. It also minimizes the danger
for the pilot and passenger when propeller failure occurs.

2. The engine is mounted behind the passenger compartments, so if any leak will vent and
engine fire start; it will be directed behind the aircraft.

3. In case of a crash or crash landing, fuel and oil in the aft engine are less likely to be a fire
hazard and high-energy propeller fragments are less likely to enter the cabin area.

***PICTURES***

***PICTURES***

Safety in designing the interior structures

The interior deisgn of Sanovavic is fitted with safety features such as oxygen
masks, lockable luggage compartments, safety belts, life jackets.

1. Oxygen mask – The designed aircraft provides Comfort Microphone Mask which is
compatible with all general aviation oxygen system. This Comfort Microphone Mask
features a comfortable blue silicone rubber mask with a built-in premium Electret
microphone. The microphone allows you to communicate easily and clearly when
flying at high altitudes, and the comfortable shape and soft rubber feels smooth on
your skin.
2. Lockable luggage Compartments – A locking mechanism locks and unlocks the
stowage compartment in response to the access control system.
3. Safety belts – FDC6400 series, a certified harness extension belts and components
with innovative design is installed in the designed aircraft which features lightweight
and durable 3,000 pounds, strength durability, and FAA, CAA, and LEA approved.
4. Life jacket - Switlik AV-200 is the latest advancement in airline life vests. Offering
airlines a lightweight, compact and inexpensive vest while meeting all the safety
features required by the FAA. The AV-200 donning style features a single waist

strap with a single adjusting buckle.

5. Vulnerability consideration:
a. The ability of the aircraft to sustain to any kind of failure that can continue its fly to
return to the base destination.
 The essential functions that prevent an attrition kill are control of flight and the ability to
land safely. Each component in the aircraft has a level, degree, or amount of vulnerability to the
damage-causing mechanism; and each component’s vulnerability contributes in some measure to
the vulnerability of the total aircraft.

1. Most modern aircraft, including the Sanovavic, stall very benignly. The Sanovavic is
particularly gentle in the stall because of the wing aero foil design.
2. Emergency landing approach speeds vary a lot, with some light aircraft needing at least
65-70 knots down final to be safe. The faster the landing speed, the faster things happen
if they go wrong and the more general wear and tear on the aircraft. Sanovavic speeds
with full flap should be lower than 50 knots. At these speeds, you’ll have plenty of time
to correct minor irregularities and the effects of the controls are not so sensitive, meaning
there’s less chance of over-controlling at this critical phase of flight.
b. Aural signature/noise created by some parts of the aircraft and specially the engine
exhaust. This is done with respect to the rules and regulations of the authority.

The aircraft is designed to comply with noise compliance requirements in

compliance with the following:
 The designed aircraft, Sanovavic, comply within the noise level provided by FAA
considerations. Attached documents are provided for references regarding noise
regulations.

Noise Levels for U.S. Certificated and Foreign Aircrafts

6. Feasibility consideration
a. Identification of the specific materials
b. Availability of the materials
c. Cost analysis
d. Maintainability – access panel conclusion